High-compression two-cycle engine



Nov. 6 1923. RAE-73,1124

H.RUEHMAN HIGH COMPRESSION TWO-CYCLE ENGINE Filed Sept. 22, 1921 4Sheets-Sheet 2 6 INVENTORI Henry Rue hman,

Nov. 6 1923.

H. RUEHMAN HIGH COMPRESSTON TWO-CYCLE ENGINE Filed Sept. 22,

4 Sheets-Sheet 3 INVENTORZ Henr Rueh man.

Nov. 6, 1923. 1,473,124

H. RUEHMAN HIGH COMPRESSION TWO-CYCLE ENGINE Filed Sept. 22 1921 4Sheets-Sheet 4 INVENTORI Henry Ruehmcun,

Patented New. 3, E223.

carts stares HWRY BUEHHAN, DE LOS ANGELEE, @ALIFURNIA.

HIGE-CQMPRESSION TWO-CYGLE ENGINE.

Application filed September 22, 1921. serial ito. 502,505.

To all whom it may concern Be it known that I, HENRY RUEHMAN, a citizenof the United States, residing at Los Angeles, Calif., have invented acertain 116W and useful High Compression Two Cycle Engine, of which thefollowing is a specification.

My invention relates .to internal combustion engines and consists of thenovel features herein shown, described and claimed.

My object is to make a high compression two cycle engine.

Fig. lie a perspective of a two cylinder hi h compression engine of twocycles and. em bodying the principles of my invention.

Fig. 2 is an enlarged fragmentary side elevation and showin onecylinder-and the corresponding part the crank case in section, thesection being taken on the line 22 of Figs. 1 and 3 and looking in thedirection of the arrows.

Fig. 3 is a vertical cross section on the line 33 of Fig. 2, and lookingin the direction of the arrows. v

Fig. 4 is an enlarged fragmentary sectional detail of the primary andsecondary pistons and taken on the same plane as Fig. 5 is a horizontalcross section on the. line 5-5 of Fig. 3. v

Fig. 6 is a horizontal cross section onthe line 6-6 of Fig. 3.

Fig. 7 is a horizontal cross section on the line 7-7 of Fi 3.

Fig. 8 is a etail partly in section and. partly in elevation of theprimary piston frame. r

In Figs. land 2 T have shown a two cylinder engine, but there may beonly one cylinder or there may be any number of cylinders, and I haveshown the details of and will describe only'one'cylinder.-

The base flange 1 is rectangular in plan,

the supporting Wall 2 extends upwardly from the inner edge of the flange1 all the way. around, and the cap plate 3' extendshorizontally inwardlyfrom the upper'edgen of the supporting wall. Lower half bearin blocks 4,5 and 6 are formed integral Wit the cap plate 3. The crank pocket 7 isformed between the bearing blocks 5 and 6. The crank shaft 8 is mountedupon the blocks 4, 5 and 6. The crank 9 upon the crankshaft 8 is betweenthe blocks 5 and 6 andv passes downwardly into-the pocket 7.

There is asimilar pocket and a similar crank 11 and 12 and 12 and 13,there being gaskets between the blocks and the pockets. The pistoncylinders 16 and 17 fit upon the upper crank pockets 14 and 15. Theconnectmg rod 18 is mounted upon the crank 9 and has a wrist pin19 atits upper end, and the rod extends upwardly through the pocket into thecylinder 17. The cylinder 1!? has a cylinder piston bore 20 and aprimary piston 21 in the bore.

'.The cylinder heads 22 and 23 are fixed upon the c linders 16 and 17 Anintake port 2% is ormed in the head 23 and the intake manifold 25communicates with the port 24. Any good carburetor ma be oonnected tothe intake manifold. 'llhe spark plug 26 is tapped through the head 23into the explosion chamber 27. Exhaust ports 28 lead through thecylinder Wall at the lower end of the explosion chamber 27 when theprimary piston 21 is at the lower end of its stroke, and the exhaustmanifold 29 leads from the ports 28. The cylinder and head are cored fora water jacket. An air port rib 30 is formed upon the side of thecylinder 17 and a valve casing 31 is formed at the upper end of the rib30. An air port 32 leads from the crank case chamber 33 through the rib30 and casing 31 to the upper ended the explosion chamber 27 and aninlet check valve 34 controls the passage, so that the down stroke ofthe primary piston 21 forces air past the valve 34 to the explosionchamber 27' to scavenge the chamber when the ports 28 are-open. Thevalve 34 closes to hold the compression and explosion. Hand holes 35 and36 are formed in the pocket 15, a cover 37 closes the hand hole 35 and acover 38 closes the hand hole 36. An intake check valve 39 is mounted inthe cover 38 so as to admit air to the chember-33 when the primarypiston 21 goes up, the crank case and iston forming a ump for scavengingan filling the exp osion chamber with air. a

A fuel port rib-.40 is formed on theside, of the cylinder. 17, a valvecasing 41 is formed in the. head 23, anintake valve 42 is mounted in thecasing 41, a fuel port 43 leads from the lower part of the bore 20through the rib 40 past the valve 42 to the explosion chamber 27, therebeing a check valve 44 in the port 43. The valve 42 is closed by aspring 45, and opened by a lever 46 connected to a push rod 47, and thepush rod is connected to a dog 48 operated by a cam 49 mounted upon thecrank shaft 8, so that the valve 42 is opened at the proper time toadmit fuel to the explosion chamber 27.

Referring to Fig. 8, the primary piston 21 has a main frame 50 which isa cylindrical shell having a 'finished outer face 51 to fit the bore 20and piston ring rooves 52 at its upper end, a finished inner Tace 53forming the secondary piston chamber 54 and having full size screwthreads 55 at its lower end and reduced screw threads 56 at its upperend. An internal annular groove 57 is cut in the face 53 about one-thirdof the way down from the upper end and ports 58 extend downwardly fromthe groove. A port 59 is formed through the shell 50 near its lower endto register with the lower end of the passage 43.

The secondar piston stem 60 is screwed. up into the hea 23 at the axialcenter of the explosion chamber 27 and has a central bore 61communicating with the intake port 24. A secondary head 62 is screwedinto the threads 56 andslides upon the stem 60. The secondary piston 63is mounted upon the lower end of the stem 60 below the head 62 in thesecondary piston chamber 54. The head 64 is screwed into the threads 55and closes the lower end of the chamber 54 and has iston rings 65fitting the bore 20 and carries the wrist pin 19.

The head 62 has internal piston rings 66 and 67 fitting the stem 60, adividing plate 68 fitting between the rings, and a retainer 69 screwedinto the head 62 to hold the rings 66 and 67 and plate 68 in place, soas to make a piston joint between the stem 60 and the head 62.

The details of the secondary piston 63 are as follows:

The shell 70 fits in the chamber 54 and has piston rings 71 and forms acompression chamber 72. The head 73 is formed integral with the shell70. Ports 74 are formed through the head 72 to connect the portion 54 ofthe chamber 54 to the chamber 7 2. An annular recess 75 is formed in thehead 73 and a bevelled face 76 is formed at the lower outer side of therecess 75. A corresponding bevelled face 77 is formed upon the lowerendof the stem 60. Thehead 73 is screwed upon the stem 60 and the faces76 and 77 form an annular valve seat 78. The extension stem 79 isscrewed into the lower end of the stem 60. Ports 80 are formed throughthe extension stem 79 and through the stem 60 to connect the bore 61 tothe recess 75. The annular valve 81 fits the valve seat 78. The collar82 is formed integral with the valve 81 and slides upon the stem 79. Thesprin 83 fits against the valve 81. Ports 84 are ormed through the shell70 to communicate with the groove 57 and ports 58. A head 85 is screwedinto the lower end of the shell 70 and forms a close joint with the stem79 so as to close the chamber 72 and so as to support the spring 83. Theextension stem 79 has a central opening 86 connecting with the bore 61,and the lower end of the openin 86 is finished to form a valve seat 87.A caring 88 is mounted in the opening 86, there being passages past thebearing. The valve stem 89 is slidingly mounted in the bearing 88 andhave a valve 90 upon its lower end to fit the valve seat 87. A spring 91rests upon the bearing 88 a spring seat 92 fits upon the valve stem 91against the spring and is held in place by a pin 93, so that the tensionof the spring 91 is exerted to hold the valve 90 closed.

The circulation for the water jacket 94 may be connected to openings 95and 96, shown on the elevation in Fig. 2, there being similar openings,not shown, in the other cylinder.

To hold the air in the crank cast A-shaped ribs 97 and 98 are formedupon the crank shaft 8 and correspondin V-grooves are formed in thebearing bushings 99 to fit the ribs, so as to keep the air from blowingthe oil out of the bearing.

The carburetor 100 is connected to the manifold 25.

The ports 84 are in staggered relation to the ports 58 so that the ports84 will not discharge until the ports 84 register with the groove 57,and then the compressed fuel will pass through the ports 84, through thegroove 57 and through the ports 58 and be discharged into the portion54'.

The operation is as follows: Assuming that the primary piston 21 is atthe upper end of the bore 20, as in Fig. 2. Then the secondary piston 63is at the bottom of the chamber 54. This is the beginning of theexplosion cycle. The primary piston 21 moves by the action of the crankshaft 8 or drives the crank shaft, and the secondary piston 63 is heldstationary by the stem 60. When the crank shaft 8 turns half over by anexplosion, as in Fig. 3, the exhaust passes through the ports 28 andnear the end of the exhaust, the valve 34 is opened and fresh air isforced into the top of the explosion chamber 27 and towards the ports 28thereby scavenging the explosion chamber and eliminating all fire. Thenthe valve 34 closes. At the down stroke of the primary piston 21 theportion 54' of the chamber 54 below the secondary piston 63 enlarges andcauses a suction which opens the valve 90 and draws fuel from thecarburetor 100. The previous upstroke of the primary piston 21 enlargedthe portion 54 of the chamber'54 above the secondary piston and caused asuction of fuel throiwh the ports 80, the recess 75, the chamber 22, andthe ports 74 to the portion 54. Immediately before the prima piston hasreached the end of its. down stro e, as in Fig. 3, the fuel in theportion 54. has been compressed into the chamber 72 and the portion 54is full of fuel at atmospheric pressure. Then the ports 84 register withthe groove '57 and ports 58 and the compressed fuel isjdischarged fromthe chamber 72into the portion 54 thus in creasing the combined fuelpressure to at least two atmospheres. Then on the compression-cycle the.primary piston moves upwardly from the position shown in Fig. 3 to theposition shown in Fig.2, and the fuel is compressed and forced throughthe ports 59 and 43 ast the valves 44 and 42 to the explosion c amber 27where the fuel mixes ment of the primary piston.

pressed fuel between the valves 44 and 42 forcing fuel to the explosionchamber and with the air, thus making about three atmospheres to becompressed in the explosion chamber by the continuous upward move- Thecomrcmains in the passage 43 from one explosion to the next, and thevalves, make a close cutoff at each end. The clearance at the ends ofthe chamber 54 may be reduced to almost nothing and practically the onlylost motion in compression is in the chamber 72 and this iscomparatively small.

Assuming that the engine is running and the primary piston approachingthe end of the explosion cycle, the air is compressed in the crank case,the exhaust is about to take place, the fuel in the secondary piston iscompressed, the intake chamber of the primary piston, the portion 54, isfilled to atmospheric pressure, and continued operation exhausts theexplosion chamber, discharges air from the crank case int-o theexplosion chamber, discharges fuel from the secondary piston to theprimary piston thus raising the pressure to about two atmospheres, theexhaust closes with the explosion chamber filled with air at atmosphericpres sure, and the compression cycle continues mixing it with the airand compressing the three atmospheres into one charge, thus producing avery high compression. Scavengin with air eliminates the liability ofpro-ignition and trapping the air makes it practlcal to take rich gasfrom the carburetor. All leakage of fuel past the piston rings will goto the crank case and mix with the,

scavenging air and will not be lost. The

pressure stored up between the two fuel valves 44 and 42 will be addedto the. next charge.

The tube forming the stem of the secfore the compression cycle starts,and there is at this time one atmosphere in the explosion chamber andthis is immediately followed by the discharge of the'two atmospheres,thus making a pressure of three atmospheres before the compressionstarts and to be compressed. At the end of the air intake stage thepressure of fuel between the two valves 44 and 42 is released thusraising the pressure in the explosion chamber above atmosphere beforethe compression starts.

Thus I have produced an internal combustion engine which intakes fuelduring the explosion cycle, intakes fuel during the compression cycle,a-nd intake-s air during the compression cycle, the three intakes beingdischarged into the explosion chamber and compressed into one charge.

I claim:

1. An engine having a crank case, an explosion chamber, a primary pistonin the explosion chamber, a secondary piston in the primary piston, atubular stem holding the secondary piston stationary, a carburetor incommunication with the tubular stem, and means whereby an intake of fuelis sucked through the tubular stem during the explosion stroke. andforced into the explosion chamber during the compression stroke.

2. An engine having a crank case, an explosion chamber, a primary pistonin the explosion chamber, a secondary piston in the primary piston, atubular stem holding the secondary piston stationary, a carburetorincommunication with the tubular stem, means whereby anintake of fuel issucked through. the tubular stem during the explosion stroke, meanswhereby. an intake of fuel is sucked through the tubular stem during thecompression stroke and the two fuel intakes forced into the explosionchamber durin the compression stroke.

v3. 11 engine having acrank case, an explosion chamber, a primary pistonin the explosion chamber, a secondary piston in the primary piston, atubular steam holding the secondary iston stationary, a carburetor incommunication with the tubular stem, means whereby an intake of fuel issucked through the tubular stem during the explosion stroke, meanswhereby a second intake of fuel is sucked through the tubular stemduring the compression stroke, and means whereby an intake of air issucked through the crank case and discharged into the explosion chamberat the end of the explosion stroke and the two fuel intakes dischargedinto the explosion chamber during the compression stroke.

4. An engine having a carburetor, an ex plosion chamber, a primarypiston, a secondarv piston in the primary piston, a central tube holdingthe secondary piston stationary. said tube extending through theexplosion chamber and communicating with said carburetor. so that thetube will be heated and so that the fuel must pass through the hot tube.

5. An engine having a primary piston, a secondary piston held stationaryin the primary piston by a tubular stem, and means whereby fuel issucked into the primary pis" ton'through the tubular stem during theexplosion cycle and forced into the explosion chamber during thecompression cycle.

6. An engine having an explosion chamber, a primary piston, a secondarypiston held stationary in the primary piston by a tubular stem, meanswhereby fuel is sucked through the tubular stem during the explosionstroke. and during the compression stroke and forced into the explosionchamher during the compression stroke.

7. An engine having a crank case, an explosion chamber, a primarypiston, a secondary piston held stationary in the primary piston by atubular stem, means whereby fuel is sucked through the tubular stemduring the explosion stroke and during the compression stroke, andforced into the explosion chamber during the compression stroke, andmeans whereby air is sucked into the crank case and forced into theexplosion chamber to mix with the fuel, thereby producing a high initialpressure.

8. An engine having a primary piston and a secondary piston in theprimary piston held stationary while the primary piston moves, therebeing a chamber in the secondary piston, port'sthrough the wall of thesecondary piston from the chamber, a groove in the inner face of theprimary piston wall, ports in the inner face of the primary piston wallextending from the groove in staggored relation to the first namedports.

9. An engine having a. cylinder head, a primary piston, a secondarypiston in the primary piston, a tube connecting the secondary piston tothe cylinder head and forming a passage leading through the secondarypiston, an annular valve seat around the tube, there being ports throughthe tube leading to the valve seat, and an annular valve for the valveseat.

10. An engine having a piston cylinder with a piston bore, a cylinderhead at one end of the bore and having a fuel passage, a carburetorconnected to the head and communicating with the fuel passage, a primarypiston in the bore and forming an explosion chamber between the pistonand head, said primary piston having a chamber, a secondary piston inthe primary piston chamber,

- a tubular stem connecting the secondary piston to the head and forminga continuation of the fuel passage from the carburetor, means whereby afuel intake volume is sucked into the lower end of the primary pistonchamber by the explosion cycle, means whereby a second fuel intakevolume is sucked into the upper end of the primary piston chamber by thecompression cycle, means whereby the second fuel intake volume is forcedinto the chamber with the first fuel intake volume, and means forforcing the two fuel intake volumes into the explosion chamber. 7

11. An engine having a piston cylinder with a piston bore, a cylinderhead at one end of the bore and having a fuel passagc,.a carburetorconnected to the head and communicating with the fuel passage, a primarypiston in the bore and forming an explosion chamber between the pistonand head, said primary piston having a chamber, a secondary piston inthe primary piston chamber, a tubular stem connecting the Secondarypiston to the head and forming a continuation of the fuel passage fromthe carburetor, means whereby a fuel intake volume is sucked into theupper end of the primary piston chamber by the compression cycle andheld and compressed by the explosion cycle, means whereby a second fuelintake volume is sucked into the lower end of the primary piston chamberby the explosion cycle, means whereby the compressed first fuel intakevolume is released into the second fuel intake volume thereby raisingthe compression of the two fuel intake volumes, and means for forcingthe compressed fuel into the explosion chamber by the compression cycle.

12. An engine having a cylinder with a bore, a cylinder head at one endof the bore, a crank case chamber at the other end of the bore, and acrank shaft with a crank in the crank case chamber, a primary piston inthe bore, said primary piston having a secondary chamber, a secondarypiston in the secondary chamber, and a tubular stem connecting thesecondary piston to said cylinder head.

13. An engine having a cylinder with a bore forming a combustionchamber, a cylinder head at one end of the bore, a primary piston in thepiston bore, said primary piston having a secondary piston chamber and asecondary head for the secondary piston chamber, a tubular stemconnecting the secondary piston through the secondary head and throughthe combustion chamber to the first head.

14. An engine having a cylinder with a bore, said bore forming acombustion chamher, a head for the cylinder, a primary piston in thebore, the combustion chamber being between the head and the primarypiston, a secondary piston in the primary piston, a tubular stemconnecting the secondary piston through the combustion chamber to thehead, a carburetor in communication with the tubular stem, means wherebya double acting pump action is produced when the primary piston goes upand down, thus drawing fuel through the carburetor and then through thetubular stem which is heated by the combustion chamber and serves as avaporizer, and means for discharging the fuel into the combustionchamber.

15. An engine having a cylinder with a bore forming a combustionchamber, a cylinder head at one end of the bore, a crank case chamber atthe other end of the bore, an air intake valve for the crank casechamher, a passage leading from the crank case chamber to the oppositeend of the piston bore; an intake valve for the passage; a crank in thecrank case chamber; a primary piston in the piston bore connected to thecrank and having a secondary piston bore and a primary piston head; asecondary piston in the secondary piston bore forming compressionchambers on each side of the secondary piston; a tubular stem connectingthe secondary piston through the primary piston head to the cylinderhead; an intake port through the cylinder head, means whereby acarburetor may be connected to the intake port, means for drawing fuelthrough the tubular stem to the secondary piston chambers and passingthe fuel to the combustion chamber, and an exhaust port leading from thelower end of the combustion chamber.

16. An engine having a cylinder with a bore forming a combustionchamber, a cylinder head at one end of the bore, a crank case chamber atthe other end of the bore, a primary piston in the piston bore, saidprimary piston having a secondary piston bore and a primary piston head,a secondary piston in the secondary piston bore forming first and secondintake and compression chambers, there being ports and valves in thesecondary piston leading to the first intake and compression chamber,ports and valves leading to the second intake and compressionchamber'from the first intake and compression chamber, a tubular stemconnecting the secondary piston through the primary piston head to thecylinder head and communicating with the first ports and communicatingthrough a port and valve with the second intake and compression chamber,an intake port through the -cylin-' der head and means whereby acarburetor may be connected to said intake port.

In testimony whereof I have signed my name to this specification.

HENRY RUEHMAN.

